The mid-range EX-L is well-equipped, especially if you don’t need a musical bed

In the macho truck world of torque, towing and bigger-is-better, Honda’s Ridgeline never gets a nod from the die-hards. But the reality is that – just as with cars – one model doesn’t work for everyone. For every enthusiast who needs to tow a goose-neck RV trailer, or for every tradesperson hauling a roof’s worth of shingles to a job, there’s someone who just wants something smaller and lighter-duty. And for that, the Ridgeline may be the perfect choice.

For 2017, the Ridgeline is redesigned into its second generation. It gets a new platform and driveline, but what you’ll notice first is the styling. It’s a considerable improvement over the homely outgoing model, especially since it now looks like it has a separate box. There’s still a unibody platform under it, but with the new design, the previous body panel that stretched from the doors to the tailgate became too big to stamp as one piece. A benefit is that if a repair requires a new box side, you’re not replacing the whole side of the truck.

The five trim levels start at $36,590 and top out at $48,590. That starting price seems high when you set it against the opening stickers of midsize competitors such as the Chevrolet Colorado, the Nissan Frontier or the Toyota Tacoma, but when you price those trucks in 4WD and with four full-size doors, the Ridgeline’s tag is comparable.

2017 Honda Ridgeline Touring

The new V6 engine displaces the same 3.5 litres as before, but now has 280 horsepower and 262 lb.-ft. of torque. It includes cylinder deactivation for better fuel economy, seamlessly switching to three cylinders when full power isn’t needed. The transmission is also updated, and the Ridgeline now uses a six-speed automatic in place of the former five-speed. In a week of combined city and highway driving – albeit without towing or hauling anything – I averaged a decent 11.3 L/100 km.

True to its SUV underpinnings, the Ridgeline drives more like a sport-ute than a truck. A front-wheel-drive version is available to American buyers, but all Canadian models come standard with all-wheel drive. The AWD system runs primarily in front-wheel under most conditions, but can transfer up to 70 per cent of torque to the rear wheels and from there, distribute it between the left or right wheel. Also new for 2017 is a traction mode system that switches between Normal, Snow, Sand or Mud settings, automatically adjusting the transmission, throttle, stability control and AWD for each one.

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

2017 Honda Ridgeline Touring

Jil McIntosh, Driving

What really seals the deal for me on this truck is the storage and practicality. Inside, there’s a huge storage bin in the centre console and multiple pockets in the doors. The rear seat cushions fold up so you can put stuff on the floor, but they sit on metal legs when they’re down, so you can slide items under them — a golf bag, for example — and still use the seats for passengers.

The bed is slightly longer and wider on this version, and while it’s still made of a rust-free composite, it’s a new formula that’s less likely to scratch. Hidden under the floor is a 207-litre locking box, complete with drain plugs if you want to fill it with ice for a cooler.

And then there’s the dual-action tailgate, which drops down conventionally or opens sideways like a door. You will realize just how genius this is the first time you go to unload something and discover that you don’t have to stretch across the tailgate to try to reach it. I have yet to figure out why other truck companies have never glommed onto this brilliant setup.

The top-of-the-line Touring and Black Edition trim levels include the company’s new truck bed audio, meant for those who prefer their Great Outdoors to have a soundtrack. Waterproof “exciters” behind the panels turn the entire bed into the audio system’s speaker, and surprisingly enough, it sounds really good.

Of course, like any vehicle, the Ridgeline isn’t perfect. The front seat cushions are short, which can be uncomfortable for taller people on longer drives. The rear seats are upright and flat, and there isn’t a lot of knee room if the front seats are pushed all the way back. The stereo interface is Honda’s infernal solid-piece-of-glass unit, which requires too much tapping and needs a volume dial. And while most trucks now have their trailer plugs conveniently set above the bumper, Honda stubbornly continues to stick it below, where it’s tough to reach.

Despite all that, I really like this vehicle. It’s a manageable size, it drives well and visibility is good. Realistically, many truck owners — even those in the biggest-‘n’-baddest 4x4s — never use their vehicles anywhere close to capacity, and the Ridgeline can handle most of the tasks they actually do. It may be a little different than most, but this is a real truck, too.